Method and device for checking and adapting the position of the gearshift lever of a gearbox of a vehicle

Abstract

The invention relates to a device for checking the position of a gearshift lever for a gearbox of a vehicle. The device is designed to determine first sensor data relating to the length of the selector travel of the selector shaft of the gearbox during at least one upshifting process which is brought about by the driver of the vehicle deflecting the gearshift lever in a first direction. The device is also designed to determine second sensor data relating to the length of the selector travel of the selector shaft of the gearbox during at least one downshifting process brought about by the driver of the vehicle deflecting the gearshift lever in a second direction. Furthermore, the device is designed to check the position of the gearshift lever on the basis of the first sensor data and on the basis of the second sensor data.

Description

[0001] The invention relates to a method and a corresponding device for checking and adjusting the position of the gearshift lever of a manual transmission of a vehicle, in particular a motorcycle, and to a vehicle with such a device.

[0002] A vehicle, in particular a single-track vehicle such as a motorcycle, may have a gearshift lever configured to be operated with the foot of the driver of the vehicle to change the gear of a transmission of the vehicle. The gearshift lever may be moved with the foot in a first direction (e.g., upwards) to increase the selected gear, and / or the gearshift lever may be moved with the foot in an opposite second direction (e.g., downwards) to decrease the selected gear.

[0003] Upshifting or downshifting using a vehicle's gearshift lever can be perceived as varying degrees of comfort by different drivers. Furthermore, upshifting or downshifting using the gearshift lever can be perceived as varying degrees of reliability by different drivers.

[0004] DE 10 2010 033 244 A1 describes a method for indicating offset errors in a vehicle transmission. The method described calculates the neutral position of a gear lever. Furthermore, it is checked and, if necessary, indicated whether a correction of the neutral position offset is desired.

[0005] This document deals with the technical task of enabling different drivers of a vehicle to have a high level of comfort and reliability when shifting up and down using a vehicle's foot shift lever.

[0006] The object is achieved by the individual independent claims. Advantageous embodiments are described, among others, in the dependent claims.

[0007] According to one aspect, a device for checking and adjusting the position of the gearshift lever for a (manual) transmission of a vehicle, in particular a motorcycle, is described. The gearshift lever is designed to be deflected by the foot of the driver of the vehicle in a first direction (e.g., upwards) or in an (opposite) second direction (e.g., downwards).

[0008] Furthermore, the shift lever can be designed, in particular via a linkage, to transmit a deflection of the shift lever in the first direction into a rotation of the shift shaft of the transmission in a first (rotational) direction (e.g., a counterclockwise rotation), and / or to transmit a deflection of the shift lever in the opposite second direction into a rotation of the shift shaft of the transmission in an opposite second (rotational) direction (e.g., a clockwise rotation).

[0009] The position of the gearshift lever, in particular the position of the bolt via which the driver of the vehicle can influence the gearshift lever, can be adjustable if necessary via an adjusting screw and / or automatically by means of an actuator (e.g. by means of an electric motor). The neutral position of the gearshift lever, in particular of the bolt, can be moved in the first direction or in the second direction. By moving the neutral position of the gearshift lever in the first direction, for example, the length of the shift travel of the gearshift shaft of the transmission caused by the driver can be shortened for an upshift and lengthened for a downshift. In a corresponding manner, by moving the neutral position of the gearshift lever in the second direction, the length of the shift travel of the gearshift shaft of the transmission caused by the driver can typically be lengthened for an upshift and shortened for a downshift.

[0010] The device is configured to determine first sensor data relating to the length of the shift travel of the transmission's shift shaft during at least one upshift operation, which is caused by the vehicle driver moving the shift lever in the first direction. In particular, the device can be configured to determine first sensor data for a plurality of upshift operations.

[0011] Furthermore, the device is configured to determine second sensor data relating to the length of the shift travel of the shift shaft of the transmission during at least one downshift operation, which is caused by the driver deflecting the shift lever in the second direction. In particular, the device can be configured to determine second sensor data for a plurality of downshift operations.

[0012] The selector shaft may have a magnet configured to rotate together with the selector shaft about the rotational axis of the selector shaft. The device may be configured to determine the first and second sensor data using a sensor, in particular a Hall sensor, configured to acquire sensor data relating to the magnetic field generated by the magnet, in particular relating to the field strength of the magnetic field.

[0013] The device is further configured to check the position of the gearshift lever, in particular the suitability of the position of the gearshift lever for the driver, on the basis of the first sensor data and on the basis of the second sensor data.

[0014] In particular, the device can be configured to determine, based on the first sensor data and the second sensor data, a statistical evaluation, in particular a frequency distribution, of the length of the shift travel of the shift shaft of the transmission during the plurality of upshifts and the plurality of downshifts. The position of the shift lever, in particular the suitability of the position of the shift lever, can then be checked based on the statistical evaluation, in particular based on the frequency distribution.

[0015] The device thus makes it possible to precisely check for a specific driver of the vehicle whether the position of the gearshift lever is suitable for the driver, in particular whether the position of the gearshift lever matches the driver's foot and / or shoe. This makes it possible to increase the comfort and reliability of gearshifts for the specific driver of the vehicle. In particular, a specific position of the gearshift lever for the respective driver of the vehicle can be determined and, if necessary, adjusted. The device is configured to cause the position of the gearshift lever to be adjusted depending on the first sensor data and the second sensor data, wherein the position of the gearshift lever is a neutral position.

[0016] In particular, an adjustment of the position of the gear lever can be initiated if it is detected that the position of the gear lever is not suitable for the driver of the vehicle and / or does not suit the driver.

[0017] According to the present invention, adjusting the position of the shift lever comprises shifting the neutral position of the shift lever in the first direction to shorten the length of the shift travel of the shift shaft of the transmission caused by the driver for an upshift and to lengthen it for a downshift; or shifting the neutral position of the shift lever in the second direction to lengthen the length of the shift travel of the shift shaft of the transmission caused by the driver for an upshift and to shorten it for a downshift.

[0018] Furthermore, the device can be configured to determine a target position of the gearshift lever (suitable for the driver of the vehicle) based on the first sensor data and the second sensor data. The device can also be configured to cause the position of the gearshift lever to be adjusted depending on the determined target position.

[0019] Initiating the change in the position of the gearshift lever and / or setting the position of the gearshift lever to the target position can be initiated, for example: By issuing a notification to the driver of the vehicle (e.g. via a user interface of the vehicle); and / or by entering a notification in an error memory of the vehicle (in order to initiate that the position of the gearshift lever is adjusted by the vehicle's maintenance service); and / or by controlling an actuator (e.g. an electric motor) of the vehicle which is configured to automatically change the position of the gearshift lever.

[0020] By adjusting the position of the gear lever (if necessary automatically), the comfort and reliability of gear changes performed by a particular driver of the vehicle can be increased.

[0021] The device can be configured to determine, based on the first sensor data, a minimum, an average, and / or a maximum (first) length of the shift travel during the plurality of upshifts. Similarly, the device can be configured to determine, based on the second sensor data, a minimum, an average, and / or a maximum (second) length of the shift travel during the plurality of downshifts. The absolute value of the lengths of the respective shift travels can be determined in each case.

[0022] The minimum, average and / or maximum first length of the shift travel (for upshifts) can then be compared with the minimum, average and / or maximum second length of the shift travel (for downshifts) in order to check the position of the gearshift lever, in particular to check the suitability of the position of the gearshift lever for the driver. A deviation between the first length and the corresponding second length that lies above a predefined deviation threshold can be an indication that the position of the gearshift lever is not suitable for the driver of the vehicle. By comparing the length of the shift travel during upshifts and the length of the shift travel during downshifts, the position of the gearshift lever can be checked in a particularly precise manner.

[0023] The device can be configured to compare the minimum, average, and / or maximum first length of the shift travel with a length threshold value. The length threshold value can depend on the minimum length of the shift travel of the shift shaft of the transmission (or correspond to the minimum length) that is at least required for a successful shift operation. Correspondingly, the device can be configured to compare the minimum, average, and / or maximum second length of the shift travel with the length threshold value. The position of the shift lever can then be checked in a particularly precise manner based on the comparisons. In particular, the comparisons with the length threshold value can be used to precisely determine whether the position of the shift lever enables the driver to perform reliable and / or comfortable upshifts or downshifts.

[0024] The device can be configured to determine the target position in order to ensure that, for a plurality of future gear shifts, a frequency distribution of the lengths of the gear shift paths determined for the plurality of future gear shifts has a higher degree of symmetry than the frequency distribution determined on the basis of the first and second sensor data. For this purpose, the neutral position of the gear shift lever can be shifted in the first direction if the frequency distribution indicates that the first lengths of the gear shift paths for upshifts are greater than the second lengths of the gear shift paths for downshifts. Alternatively, the neutral position of the gear shift lever can be shifted in the second direction if the frequency distribution indicates that the first lengths of the gear shift paths for upshifts are less than the second lengths of the gear shift paths for downshifts.

[0025] The adjustment of the position of the gearshift lever can thus be aimed at achieving the most symmetrical frequency distribution possible of the lengths of the gearshift travel for upshifts and downshifts.

[0026] Alternatively or additionally, the device can be configured to determine the target position in order to ensure that, for a plurality of future gear shifts, the deviation of the mean second length from the mean first length determined for the plurality of future gear shifts is less than the deviation of the mean second length from the mean first length determined on the basis of the first and second sensor data. Increased symmetry of the frequency distribution of the lengths of the gear shift paths can thus be achieved, for example, by equalizing the mean length of the gear shift paths for upshifts and downshifts. This can be achieved by shifting the neural position of the gearshift lever in the first direction or in the second direction (as explained above).

[0027] By adjusting the lengths of the shift travel for upshifts and downshifts, the comfort and reliability of shifting for a specific driver of the vehicle can be increased in a particularly precise manner.

[0028] According to a further aspect, a (road) motor vehicle (in particular a motorcycle) is described which comprises the device described in this document.

[0029] According to a further aspect, a method for checking and adjusting the position of a gearshift lever for a transmission of a vehicle is described. The gearshift lever is designed to be deflected by the foot of the driver of the vehicle in a first direction or in an opposite second direction. The method comprises determining first sensor data relating to the length of the shift travel of the shift shaft of the transmission during at least one upshift operation caused by the driver of the vehicle deflecting the gearshift lever in a first direction. The method further comprises determining second sensor data relating to the length of the shift travel of the shift shaft of the transmission during at least one downshift operation caused by the driver deflecting the gearshift lever in a second direction.The method further comprises checking the position of the gearshift lever, in particular checking the suitability of the position of the gearshift lever for the driver, on the basis of the first sensor data and on the basis of the second sensor data.

[0030] The method further comprises causing, as a function of the first sensor data and the second sensor data, the position of the gearshift lever to be adjusted, wherein the position of the gearshift lever is the neutral position. Adjusting the position of the gearshift lever comprises: shifting the neutral position of the gearshift lever in the first direction in order to shorten the length of the shift travel of the shift shaft of the transmission caused by the driver for an upshift operation and to lengthen it for a downshift operation; or shifting the neutral position of the gearshift lever in the second direction in order to lengthen the length of the shift travel of the shift shaft of the transmission caused by the driver for an upshift operation and to shorten it for a downshift operation.

[0031] According to a further aspect, a software (SW) program which is not part of the present invention is described.

[0032] The SW program can be configured to run on a processor (e.g. on a vehicle control unit) and thereby to carry out the method described in this document.

[0033] According to a further aspect, a storage medium is described that is not part of the present invention. The storage medium can comprise a software program configured to be executed on a processor and thereby to carry out the method described in this document.

[0034] The invention will be described in more detail below using exemplary embodiments. Figure 1 an exemplary single-track vehicle in a side view; Figure 2a an example gearshift lever in a side view; Figure 2b a shift shaft with a shift travel sensor; Figure 3exemplary statistical data relating to the switching paths for a large number of switching operations; and Figure 4 a flowchart of an exemplary method for checking the position of a foot shift lever.

[0035] As stated at the beginning, this document deals with the comfortable and reliable execution of gear shifts using a foot shift lever. In this context, Fig. 1 an exemplary (single-track) vehicle 100 with (exactly) one front and (exactly) one rear wheel 102. The driver 120 of the vehicle 100 sits on a seat 108 of the vehicle 100. One foot of the driver 120 can be placed on a footrest 103 so that the driver 120 can operate a gearshift lever 110 with the tip of the foot placed on the footrest 103 in order to change the set gear of the transmission 104 of the vehicle 100, in particular to shift up or down.

[0036] Fig. 2ashows further details of an exemplary shift lever 110. The shift lever 110 includes a first lever 202 that can be rotated about a first rotation axis 203. At the end of the first lever 202 facing away from the first rotation axis 203, a foot bolt or pin 201 is arranged, which can be actuated with the foot of the driver 120 to deflect the first lever 202 upwards or downwards (represented by the double arrow 211).

[0037] The first lever 202 acts on the selector shaft 207 of the transmission 104 via an intermediate lever 205 and a shaft lever 206. For this purpose, the intermediate lever 205 is connected to the first lever 202 at a connection point 204 between the first rotation axis 203 and the base bolt 201. If the first lever 202 is deflected upwards, this leads to a rotation or a switching travel of the selector shaft 207 in a first direction of rotation. If, on the other hand, the first lever 202 is deflected downwards, this leads to a rotation or a switching travel of the selector shaft 207 in a (opposite) second direction of rotation (represented by the double arrow 212). The extent of the rotation or the length of the switching travel of the selector shaft 207 depends on the length 215 of the intermediate lever 205. Alternatively or additionally, the neutral position of the bolt 201 depends on the length 215 of the intermediate lever 205.

[0038] The vehicle 100 may include a shift travel sensor 111 configured to acquire sensor data relating to the length of the shift travel of the shift shaft 207 during a shift operation. For this purpose, as shown in Fig. 2b As shown, a magnet 208 may be arranged on the switching shaft 207 (in particular, it may be fixedly connected to the switching shaft 207), which moves or rotates together with the switching shaft 207. The switching travel sensor 111 may comprise a Hall sensor configured to detect the field strength of the magnetic field generated by the magnet 208. Based on the field strength profile, the switching travel 210 traveled by the switching shaft 207 can then be determined. The switching travel 210 corresponds to a specific angular range of rotation of the switching shaft 207.

[0039] During operation of the vehicle 100, a corresponding plurality of values ​​of the length of the respective shift travel 210 can be determined for a plurality of shifting operations. The values ​​of the length of the shift travel 210 for upshifts and for downshifts can be determined. Based on the determined length values, a statistical evaluation of the shift travel lengths can then be performed, as shown, for example, in Fig. 3 shown.

[0040] Fig. 3shows the frequency 301 of the shift travel lengths 310 recorded during a large number of shifting operations. A positive shift travel length 310 can correspond, for example, to an upshift, while a negative shift travel length 310 can correspond to a downshift. Thus, a statistical frequency distribution 300 of the shift travel lengths 310 can be determined during a large number of shifting operations. Based on the frequency distribution 300 of the shift travel lengths 310, it can then be checked whether the gearshift lever 110 of the vehicle 100 is correctly adjusted for the driver in order to enable comfortable and / or reliable shifting operations for the driver.

[0041] As from Fig. 3As can be seen, the frequency distribution 300 of the shift travel lengths 310 in the example shown is asymmetrical. In particular, the shift travel length 310 caused during upshifts is on average higher than the shift travel length 310 during downshifts. Since it is typically necessary for a reliable shifting operation that the shift travel length 310 caused during the shifting operation (in terms of amount) reaches or exceeds a certain minimum length (ie a length threshold value), Fig. 3 In the examples shown, upshifts exhibit a relatively high level of reliability, while downshifts exhibit a relatively low level of reliability. Furthermore, downshifts presumably exhibit a relatively low level of comfort, since it appears difficult for the driver of vehicle 100 to achieve the required shift travel length 310 for a downshift.

[0042] An evaluation device 101 of the vehicle 100 can be configured to determine the shift travel length 310 required for a shift operation (based on the sensor data of the shift travel sensor 111) and to store it in a memory unit 107. Furthermore, the device 101 can be configured to check, based on the shift travel lengths 310 for a plurality of shift operations, in particular based on a frequency distribution 300 of the shift travel lengths 310, whether or not an incorrect or unfavorable position of the shift lever 110 exists, or whether or not the position of the shift lever 110 should be adjusted for the driver of the vehicle 100. Furthermore, the device 101 can be configured to initiate a change in the position of the shift lever 110 if necessary. This can be achieved, for example, by issuing a notification to the driver of the vehicle 100 and / or to a maintenance service of the vehicle 100.

[0043] The position of the shift lever 110, in particular the length 215 of the intermediate lever 205, can then be adjusted to enable the driver to perform upshifts and downshifts in a comfortable and reliable manner. For example, the position of the shift lever 110 can be changed such that a symmetrical frequency distribution 300 results for the shift travel lengths 310 for upshifts and downshifts.

[0044] The position, in particular the neutral position, of the gearshift lever 110 can be adjusted manually (e.g., using an adjusting screw). Optionally, the vehicle 100 can have an actuator, in particular an electric motor (not shown), which is configured to automatically change the position, in particular the neutral position, of the gearshift lever 110. The position of the gearshift lever 110 can then be automatically adjusted depending on the determined shift travel lengths 310.

[0045] This document describes a foot shift lever 110 for a motorcycle transmission 104, which allows the rider 120 of a motorcycle 100 to shift the transmission 104 sequentially with their foot. For an upshift, the lever 110 can be pressed upward with the rider's foot, and for a downshift, the lever 110 can be pressed downward. The movement of the lever 110 is translated into a rotary movement of the shift shaft 207 of the transmission 104 via a linkage 205, 206.

[0046] The foot shift lever 110 of a motorcycle 100 typically has a standard position, i.e., a standard neutral position, which is not adapted to the foot geometry or shoe of the respective rider 120. If the rider's foot or shoe deviates too much from the normal position associated with the standard position of the foot shift lever 110, the shifting process during upshifting or downshifting can be negatively influenced.

[0047] For the function of a shift assistant (SASS), a sensor 111 can be mounted on the transmission shift shaft 207, which measures the rotational movement of the shift shaft 207 relative to the housing of the transmission 104 or the engine. The sensor 111 can be used to measure the shift travel 210, in particular the shift travel length 310. If the driver 120 pulls or pushes on the shift lever 110, the shift shaft 207 is rotated in a first direction of rotation or in a second direction of rotation, and the sensor 111 measures the angle of rotation (and thus the shift travel length 310) on the shift shaft 207. This allows the shift travel 210 up to the respective end position of the shift shaft 207 to be determined during the respective shifting operation, both during an upshift and a downshift.If the end positions of the gearshifts in one direction differ from the end positions of the gearshifts in the other direction, it can be assumed that the position of the gearshift lever 110 is not optimal for the driver. The frequency of incorrect gearshifts may then increase. The position of the gearshift lever 110 can be corrected, for example, using an adjusting screw.

[0048] The sensor data relating to the shift travel length 310 can be stored and evaluated for a variety of shifting operations. Based on this information, an optimized target position of the shift lever 110 can then be determined for the driver 120 of the vehicle 100 and suggested and / or automatically adjusted if necessary.

[0049] Fig. 4shows a flowchart of an exemplary (possibly computer-implemented) method 400 for checking the position of a gearshift lever 110, in particular a foot shift lever, for a transmission 104 of a vehicle 100, in particular a motorcycle. The method 400 comprises determining 401 first sensor data relating to the length 310 of the shift travel 210 of the shift shaft 207 of the transmission 104 during at least one upshift operation, which is brought about by the driver of the vehicle 100 deflecting the gearshift lever 110 in a first direction (e.g., by an upward deflection). In particular, first sensor data can be determined for a plurality of upshift operations, each of which was brought about by the driver deflecting the gearshift lever 110 in the first direction.Thus, first sensor data can be determined which indicate a statistical distribution of the lengths 310 of the shift paths 210 of the shift shaft 207 during upshifts caused by the driver of the vehicle 100.

[0050] Furthermore, the method 400 comprises determining 402 second sensor data relating to the length 310 of the shift travel 210 of the shift shaft 207 of the transmission 104 during at least one downshift operation caused by the driver deflecting the shift lever 110 in a second direction (opposite to the first direction). In particular, second sensor data can be determined for a plurality of downshift operations, each of which was caused by the driver deflecting the shift lever 110 in the second direction. Thus, second sensor data can be determined that indicate a statistical distribution of the lengths 310 of the shift travel 210 of the shift shaft 207 during downshift operations caused by the driver of the vehicle 100.

[0051] The method 400 further includes checking 403 the position of the gearshift lever 110, in particular checking the suitability of the position of the gearshift lever 110 for the driver, based on the first sensor data and on the second sensor data. For example, it can be checked whether the position allows the driver of the vehicle 100 to comfortably perform both upshifts and downshifts. For this purpose, it can be checked, for example, whether the lengths 310 of the shift travel 210 are (on average) sufficiently long to perform both upshifts and downshifts.

[0052] The measures described in this document can increase the comfort and reliability of gear shifting operations using a foot shift lever.

[0053] The present invention is not limited to the embodiments shown. In particular, it should be noted that the description and figures are intended only to illustrate the principle of the proposed methods, devices, and systems, with the present invention being defined by the following claims.

Claims

1. Apparatus (101) for checking and for adapting the position of a shift lever (110) for a transmission (104) of a vehicle (100); wherein the shift lever (110) is configured to be deflected in a first direction or in an opposite second direction by a foot of a driver of the vehicle (100); wherein the apparatus (101) is configured - to ascertain first sensor data in relation to a length (310) of a shift travel (210) of a shift shaft (207) of the transmission (104) during at least one upshift process effected by deflection of the shift lever (110) by the driver of the vehicle (100) in the first direction; - to ascertain second sensor data in relation to the length (310) of the shift travel (210) of the shift shaft (207) of the transmission (104) during at least one downshift process effected by deflection of the shift lever (110) by the driver in the second direction; - to check the position of the shift lever (110), in particular suitability of the position of the shift lever (110) for the driver, on the basis of the first sensor data and on the basis of the second sensor data; and - to instigate adaptation of the position of the shift lever (110) according to the first sensor data and the second sensor data; wherein the position of the shift lever (110) is a neutral position; wherein the adaptation of the position of the shift lever (110) comprises - displacement of the neutral position of the shift lever (110) in the first direction in order for the length (310) of the shift travel (210) of the shift shaft (207) of the transmission (104) effected by the driver to be shortened for an upshift process and to be lengthened for a downshift process; or - displacement of the neutral position of the shift lever (110) in the second direction in order for the length of the shift travel (210) of the shift shaft (207) of the transmission (104) effected by the driver to be lengthened for an upshift process and to be shortened for a downshift process.

2. Apparatus (101) according to Claim 1, wherein the apparatus (101) is configured to instigate adaptation of the position of the shift lever (110), according to the first sensor data and the second sensor data, - by way of output of a piece of information to the driver of the vehicle (100); and / or - by way of entry of a piece of information into an error memory of the vehicle (100); and / or - by way of activation of an actuator of the vehicle (100), which is configured to automatically change the position of the shift lever (110).

3. Apparatus (101) according to either of the preceding claims, wherein the apparatus (101) is configured - to ascertain first sensor data for a multiplicity of upshift processes and second sensor data for a multiplicity of downshift processes; - to ascertain, on the basis of the first sensor data and on the basis of the second sensor data, a statistical evaluation, in particular a frequency distribution (300), of the length (310) of the shift travel (210) of the shift shaft (207) of the transmission (104) for the multiplicity of upshift processes and for the multiplicity of downshift processes; and - to check the position of the shift lever (110) on the basis of the statistical evaluation, in particular on the basis of the frequency distribution (300).

4. Apparatus (101) according to Claim 3, wherein the apparatus (101) is configured - to ascertain, on the basis of the first sensor data, a minimum, an average and / or a maximum first length (310) of the shift travel (210) for the multiplicity of upshift processes; - to ascertain, on the basis of the second sensor data, a minimum, an average and / or a maximum second length (310) of the shift travel (210) for the multiplicity of downshift processes; and - to compare the minimum, average and / or maximum first length (310) of the shift travel (210) with the minimum, average and / or maximum second length (310) of the shift travel (210) in order to check the position of the shift lever (110).

5. Apparatus (101) according to Claim 4, wherein the apparatus (101) is configured - to compare the minimum, average and / or maximum first length (310) of the shift travel (210) with a length threshold value; wherein the length threshold value depends on a length (310) of the shift travel (210) of the shift shaft (207) of the transmission (104) that is a minimum requirement for a successful shift process; - to compare the minimum, average and / or maximum second length (310) of the shift travel (210) with the length threshold value; and - to check the position of the shift lever (110) on the basis of the comparisons.

6. Apparatus (101) according to one of the preceding claims, wherein the apparatus (101) is configured - to ascertain, on the basis of the first sensor data and on the basis of the second sensor data, a target position of the shift lever (110); and - to instigate adaptation of the position of the shift lever (110) according to the ascertained target position.

7. Apparatus (101) according to Claim 6, when referred back to one of Claims 3 to 5, wherein the apparatus (101) is configured to ascertain the target position for effecting, for a multiplicity of future shift processes, - a greater degree of symmetry of a frequency distribution (300) ascertained for the multiplicity of future shift processes than the frequency distribution (300) ascertained on the basis of the first sensor data and second sensor data; and / or - a smaller difference between the average second length (310) and the average first length (310) ascertained for the multiplicity of future shift processes than between the average second length (310) and the average first length (310) ascertained on the basis of the first sensor data and the second sensor data.

8. Vehicle (100) comprising - a transmission (104); - a shift lever (110) for the transmission (104), wherein the shift lever (110) is configured to be deflected in a first direction or in an opposite second direction by a foot of a driver of the vehicle (100); and - an apparatus (101) according to one of the preceding claims.

9. Vehicle (100) according to Claim 8, further comprising a shift shaft (207) of the transmission, wherein - the shift shaft (207) has a magnet (208) which is configured to rotate together with the shift shaft (207) about an axis of rotation of the shift shaft (207); and - the apparatus (101) is configured to ascertain the first sensor data and the second sensor data by means of a sensor (111), in particular by means of a Hall sensor, which is configured to detect sensor data in relation to a magnetic field generated by the magnet (208).

10. Vehicle (100) according to Claim 9, wherein the shift lever (110) is configured to convert a deflection of the shift lever (110) in the first direction into a rotation of the shift shaft (207) of the transmission (204) in a first direction of rotation, and / or to convert a deflection of the shift lever (110) in the opposite second direction into a rotation of the shift shaft (207) of the transmission (204) in an opposite second direction of rotation, in particular via a linkage.

11. Method (400) for checking and for adapting the position of a shift lever (110) for a transmission (104) of a vehicle (100); wherein the shift lever (110) is configured to be deflected in a first direction or in an opposite second direction by a foot of a driver of the vehicle (100); wherein the method (400) comprises - ascertaining (401) first sensor data in relation to a length (310) of a shift travel (210) of a shift shaft (207) of the transmission (104) during at least one upshift process effected by deflection of the shift lever (110) by the driver of the vehicle (100) in the first direction; - ascertaining (402) second sensor data in relation to the length (310) of the shift travel (210) of the shift shaft (207) of the transmission (104) during at least one downshift process effected by deflection of the shift lever (110) by the driver in the second direction; - checking (403) the position of the shift lever (110), in particular suitability of the position of the shift lever (110) for the driver, on the basis of the first sensor data and on the basis of the second sensor data; and - instigating adaptation of the position of the shift lever (110) according to the first sensor data and the second sensor data; wherein the position of the shift lever (110) is a neutral position; wherein the adaptation of the position of the shift lever (110) comprises - displacement of the neutral position of the shift lever (110) in the first direction in order for the length (310) of the shift travel (210) of the shift shaft (207) of the transmission (104) effected by the driver to be shortened for an upshift process and to be lengthened for a downshift process; or - displacement of the neutral position of the shift lever (110) in the second direction in order for the length of the shift travel (210) of the shift shaft (207) of the transmission (104) effected by the driver to be lengthened for an upshift process and to be shortened for a downshift process.

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